Carburetor



l www? Api 3Q, fm# G. i.. KENNEDY CARBURETOR original Filed may 2e, 1926 INVENTQK. Gug L. Kennedy Patented pr. 30, 1935 PATN @ENCE 1,999,567 oaannnnron Guy L. Kennedy, New York, N. Y., assignor to Ken-Crip CorporatiomNew York, N. Y., a corporation of New York Application May 26, 1926, Serial No. 111,797

-Renewed March 23, 1933 e claims. (ci. asi-o) This invention relates to improvements in carburetors; particularly carburetors for supplying an inammable motive agent to internal eo i-- bustion engines.

, An object of my invention is to provide a carburetor which is of exceedingly simple construction, easy to install and operate, compact in design and composed ofvbut very few parts; yet capable oi ample and eicient vaporization of fuel,`and which can be manufactured in large quantities advantageously and at a iow cost.

A further object of this invention is to provide a carburetor designed to afford a vacuum apart and distinct from the vacuum in the 15 manifold" of the engine to which the carburetor is connected, and at all times of sufiicient degree to give thorough vaporization of the liquid fuel; so that by such a construction and the principle and method of operation controlling same, a highly efficient motive agent is supplied to the engine. l

Another object is to secure exact control of the liquid fuel vsupplied to the carburetor, and to adjust and regulate the relative amounts of Vfuel and air so that the proper ratio between the two is always obtained. A

The natureA of my invention is fully set forth in the following description, takeniwith the accompanying drawing; and the novel features 30 are pointed out in the claims. But the'disclosure is explanatory only, and I may vary the structural details of what is actually shown herein, to the full extent indicated by the broad and general meanings of thev terms in which the appended claims are expressed.

On the drawing:

Figure 1 is a side view of a carburetor according to my invention;

Figure 2 is another side View seen from a direction at right angles to the first View;

Figure 3 is a bottom view;

Figures 4 and 5 are longitudinal sectional Views through the carburetor on lines fi--ll and 5 5, on Figures 2 and 4, respectively, showing the parts in dilerent operative positions; and

Figures 6 and 7 are similar views of a modiication, Figure 6 being taken'on line 6-5 of Figure 7, and'Figure 'l on line l-l of Figure 6.

The same numerals identify the same parts throughout.

I show at l a casing, preferably cylindrical., having a chamber 2 inside,rwhich opens through one end that is provided with a ange or collar 3. This collar enables the carburetor to be secured to the intake of the engine which it such as a movable valve i, shown as cup-shaped,

closed at one end andA open at the other, with -a row of ports 8 therethrough adjacent its rim or edge in proximity to the open end of the chamber 2; to cooperate with a similar row of ports 9 through the casing i. From the closed end or bottom of the valve 'i projects a hollow boss or axial extension iii, which slides in the bore of the boss ii, and the bottom of the valve l has an inlet orice or port il through which liquid fuel such as gasoline or the like entering the boss l can flow into the chamber 2. The outer end'of the boss is internally threaded to receive a threaded plug i2, having a shank i3, terminating in a needle valve ill which closes and opens the port i i; and the plug has a milled head i5 to enable it to be grasped by hand and turned to adjust the valve ii.

Fuel is preferably supplied to the inside of the boss t through the boss t, the end of which is internally threaded to receive a threaded plug I6 having a collar il to abut the end of the boss 4, and with a channel or passage i3 therein. 'This plug can be united to the gasoline supply line in any suitable way. Through the inner end of the boss an aperture i9 leads to the interior of the boss t, so that the fuel can flow into the chamber 2, when the valve i i is open.

attach to the valve l a bar 2Q, which passes out Ythrough slots 2l in the casing l, so that it can move up and down in the slots as the valve l is moved up and down in the casing I; and outside the casing the bar 2S is bent to extend along the side of the casing towards the end having the boss t. On this bar or element are formed raclrteeth 22, to mesh with a pinion 23 on a journal 24.V This pinion is rigid with an arm 25 to enable it to be rotated. The journal is a screw which passes through the arm and pinion, the head of the screw keeping the arm and pinion in place. l

in practice when the pinion is turned to draw the rack bar down and move the valve l away from the open end of the chamber 2, the ports 8 and 9 do not register, and the needle valve closes or nearly closes the port H. At the most the engine can now idle only. The shape of the port Il and valve M and of the ports S and S is such that the ratio of the quantity of air to the quantity of fuel is kept substantially constant, as 55 CII nearly as is possible and of the proper value required by the capacity of the air to vaporize and completely oxidize the fuel for all positions of the valves I and Ill. Also, the fuel is admitted at the middle of the casing, and the air all around the sides or periphery of the casing. The incoming jet of fuel is thus attacked at every point, divided, atomized and thoroughly mingled with the air, so that it is completely vaporized, and gives a very efficient dry product, of uniform composition, which ignites and burns instantly and entirely, causing the engine to run smoothly under all conditions and to develop its maximum power.

The air owing in through the ports 8 and 9 and out of the chamber 2 through the flange has a powerful entraining effect on the contents of the casing I below the ports 9; and draws out all the air and fuel in the chamber adjacent the port I I, thus creating a very high vacuum in the chamber, which maintains a certain steady feed of the fuel into the carburetor for all conditions of operation. When the ports 8 and 9 are closed, the full pumping effect of the engine is caused to produce the vacuum in the chamber 2, and keep the fuel owing in steadily through the port I I; and when the ports S and S are open, so that the vacuum in the intake and manifold of the engine drops somewhat, a very good vacuum in the chamber 2 adjacent the port II is obtained by the entraining or aspirating action of the air fiowing through the carburetor in the manner stated.

This carburetor provides a method of supplying a motive agent to an internal combustion engine through the creation of a vacuum in the chamber 2 apart and distinct from the vacuum in the manifold between the carburetor and the engine. The effect of the air flowing in through the ports 3 and 9 and on through the manifold into the engine is to evacuate the chamber 2 below the ports 8 and 9 so thoroughly, that a sufficiently high vacuum is maintained in this chamber. I found by actual test that this vacuum is always at least equal to the vacuum in the manifold, and as the valve I is moved towards full open position for the ports 8 and 9, the separate and distinct vacuum in the chamber 2 will even exceed the vacuum in the intake manifold of the engine. As a result, liquid fuel enters the chamber 2 relieved to a large degree of atmospheric pressure, and vaporizes equally, mixing with the air to give a homogenous dry product which serves the engine to best advantage under all conditions of operation, saving fuel, developing more power, and always according an. even running of the motor. By thus relieving the motor of the stresses due to uneven running, a good deal of wear is obviated and resulting for both the motor and the car in a long period of life and usefulness.

The reason for thismode of operation lies in the fact that the pumping effect of the pistons of the engine to which the carburetor is connected causes the' air to pass through the chamber 2 very rapidly and the flow of the current of air through the chamber and the fuel taken up by the air is forced and .the velocity of movement high. Thus the Vacuum at the point where the fuel enters is always at least equal to the vacuum in the manifold, and under certain conditions, as when the'engine is running at relatively high speed, the vacuum in the carburetor will even exceedthe vacuumin the manifold, and the vaporization'of the fuel will consequently at all times be very ecient. The following table based upon actual measurements shows the relative degree of vacuum in the manifold with which the chamber 2 communicates, and in the chamber 2 at engine speeds corresponding to miles Der hour travelled by the vehicle on which the engine is mounted:

M. P. H. Carburr vacu Manifold vacuum 17 17 10 17 16 16 l5 15 15 14 13 3o 13% 1W 12 10 11 9 10 or 9 7 or 6 8or6or5or4 %upto3or4 From this table it appears clearly that the vacuum in the carburetor, though variable, will at all times be at least equal to the vacuum in the manifold, and at higher speeds the vacuum in the carburetor even exceeds the vacuum in the manifold.

In the Ybore 5 is a stem 26, carrying at its inner end a conical valve head 21, with a shoulder 28. A spring 29 encircles the stem and abuts the shoulder, and forces the valve to seat against a port Si), which enables the inside of the boss 5 to communicate with the interior of the boss 6 when the valve 2i is open. A perforated cap 3I screws Vinto the boss, pressing the spring 29 against the valve, and the stem 26 projects through this cap to the outside of the carburetor, so that it can be connected to an operating lever. For this purpose, the stem 26 may have an opening through which the end of a wire or cord may be passed and secured. Thus the stern can be pulled to draw back the valve 21 and open the port 3E., A duct 32 putsthe interior of the boss 5 into communication with the chamber 2, by way of a port 33 in the bottom of the valve and thus forms a bypass around the port II. The valve 2'I allows the engine to be primed for starting, when no fuel is drawn through the inlet I I by the engine; because when the stem 26 is pulled, fuel can flow through ports I9, 38 and 33 and duct 32 into-the valve 'I, land enrich the fuel mixture as required to set the engine into operation.

Figure 4 shows the carburetor with the lports 8, 9 and I I closed, and Figure 5 withthe same ports open.

In the modification shown in Figures 6 and 7, no needle valve is used, andthe plug I2 which closes the boss 6 has no stem I3. yBut the boss Iii surrounding the port II, and projectingfrom the bottom of the valve 1 is longer, and in one side, instead of the port I9,-it has a groove or slot 34. This groove begins at the port Iytaking the valve to be atthe lowermost or innermost end of its movement, and it increases gradually in cross section till the outer or lower end of the boss is reached. The shape of this slot is such that as the valve-'I is movedto uncover-the ports 8 and 9, the slot 34 -uncovers the `port-I9, in the same ratio. Thus, if the valve is moved to admit say twice vas much air through the ports 8 and 9, twice as much fuel is admitted by way-of the slot 34and the ratio ofthe quantityr of lair to thequantity of fuel isl vagain kept substantially constant. -At the same time the shape of the ports 8 and 9 andof the slot 34 issuch that .both the air and fuel are-again .open position, twice as much air and fuel are and highly absorbent.

admitted as when the valve is moved only onequarter towards open position, and so for all other positions of the valve 2, and the fuel and y air can thus be finely admeasured and accurately regulated, while at all times the proper relative quantities to give the best results are obtained. The boss l0' can be recessed on one side as at 35, so that the port 30 is always more or less exposed to permit fuel to enter the boss when the valve 2'! is unseated for starting.

In the cup-shaped valve l I may dispose a piece of porous or fibrous material 36. For this purpose I prefer balsa wood which is very light rIhe fuel readily soaks into the minute interstices between the fibres of this substance, permeates the whole by capillary attraction, and covers the entire outside surface thereof with a thin film which is exposed over its complete extent to the action of the air entering through the ports 8 and 9. The balsa wood 36 is caused to fit the inside of the valve 'I tightly below the ports but opposite the ports 8 it is made thinner as at 3l, and then further reduced at its extremity 38. At its inner end, the balsa wood is made concave as at 39, so that fuel flowing through the inlet port I I can quickly penetrate this member.

The presence of the balsa wood makes the vaporizationV of the fuel more thorough and the final product drier and quicker to ignite and burn in the engine. At the same time all the other advantages in the way of accurately controlling the amounts of air and fuel, obtaining a high vacuum to draw the fuel in, and keeping the ratio of the two constant are obtained as before.

It will be seen by scanning Figures 6 and 7 f that by rotatably adjusting the boss I, which screws into the valve l, I can so set the slot or groove 34 that this groove can be made to operate with a smaller or larger port of the opening or port I9. The grooveA @il has diverging sides, one of which is parallel with the axial direction of movement of the boss Ill and valve l, and the other diagonal, while at the same time this groove deepens from its narrower to its wider end. By disposing the boss III so that the axially inclined side of the groove 3ft is tangent to the edge of the opening I9, it will uncover the port fully when the valve 1 rises;A and when the axially extending side is caused to intersect the outline of this port, the groove will uncover the port I9 in part only, more or less as the valve i rises. I can thus adjust the eect of this groove to a nicety, making it move from position closing the port I9 wholly, to position uncovering this port wholly, or only in part when the valve is moved to uncover the ports and SI to the maximum extent, and thus the amount of gasoline which enters the carburetor can be regulated with reference to the quantity of air which iiows in, to the very highest degree of accuracy possible in a device of this class. Y

The mode of action above described and the table of measurements of the degree of vacuum in the chamber 2 and manifold are particularly true of the carburetor shown in Figures 6 and 7. In this construction the space between the bottom of the valve l and concave end 39 of the balsa wood 36 constitutes a vacuum chamber by itself, and each of the pores or minute ducts and channels through the balsa Wood 3S constitutes an outlet from this vacuum chamber into the chamber 2 and the manifold. The action of the air passing in through the ports 6 and 9 and up to the chamber 2 around the element 36 causes the fuel which passes through the element 3E to be drawn from the carburetor into the manifold and a high vacuum is thus always maintained in the vacuum chamber at the bottom of the wood 36. This Vacuum chamber can be made as large as desired, and it will be found that the vacuum therein has all characteristics which the above table indicates.

Of course, I do not wish to be necessarily limited to a valve l which moves axially in the capsing, as a different movement can under certain conditions, serve my purpose.

In the carburetor shown and described I have illustrated a practical application and embodiment of my invention, as the air entering the chamber of the casing through the openings 8 Vand 9 willphave an inductive influence on the space around the fuel inlet port Il, and thereby tend to increase the vacuum in said space as the relatively increased admission of air through the openings 8, 9 or the relatively increased admission of fuel through the inlet port I l under different running conditions tends to reduce said vacuum.

An adequate vacuum isV thus maintained around the fuel inlet Il under all conditions of the throttle and motor southat a suiiicient supplyrof fuel will always be drawn thereby into the space around the inlet I?. As the fuel inlet is separated from the air inlets 8, 9, the fuel, as gasoline, will have room to expand and become atomized before it commingles with the air entering at the ports 8, 9, and. then will be intimately and instantaneously mixed with the air in the proper proportions as previously stated.

It is evident that the fuel inlet port Il in the construction shown in Figures 1, 2, 3, 4 and 5 and the expansion chamber around it may be more completely separated in effect from `the airports 8, 9, in various other ways as by surrounding the fuel inlet port Il with a wallor tube, or with an air deflecting member of any desired shape or location.

Having described my invention, what I believe to be new and desire to secure and protect by Letters Patent of the United States is:-

1. In a carburetor, a casing, a cup-shaped air valve therein, and a brous body mounted in said valve, there being a closed space and to which a fuel inlet leads between said body and the bottom of the valve, said body to be permeated by liquid fuel to volatilize the fuel.

2. A carburetor comprising a casing having an open end and a closed end, a cup-shaped valve therein, the casing and valve having circumferentially arranged ports adjacent the open end of the casing, the valve having a fuel inlet adjacent the closed end of the casing, a boss on the closed end of the casing, the boss having a port to admit fuel, and an extension on the valve projecting into the boss, the extension having a tapering groove to communicate with said port in the bos in various positions of said valve.

3. A carburetor comprising a casing having an open end and a closed end, a cup-shaped air valve therein, the casing and valve having circumferentially arranged ports adjacent the open end of the casing, the valve having a fuel inlet adjacent the closed end of the casing, a boss on the closed end of the casing, the boss having a port to'admit fuel, and an extension on the valve projecting into the boss, the extension having a tapering groove to communicate with said port in the boss in various positions of said valve, the

yextension being adjustable to enable the groove to register with the whole area of the port in the boss or only a part thereof.

4. A carburetor comprising ar casing, a cupshaped air Valve inthe casing, the casing having anopen end and a closed end, and the valve and casing having circumferential ports adjacent the closed end of the casing, an extension on the endV ports in its side walls, a hollow valve to reciprocate in said casing,`having its bottom closed except for a fuel passage, and air ports in its side Walls, and its opposite end open; a body mounted infsaid valve below said air ports so as to leave a fuel feeding chamber between it and the bottom ofthe valve and having a portion of reduced *diameter projecting toward the open end of said valve, in which portion one or more fuel passages are provided.

6. In a carburetor an outer casing having its bottom closed except for a fuel inlet, and air ports in its side Walls, a hollow valve to reciprocate in said casing having its bottom closed except for a fuel passage and air ports in its side Walls, theopposite end of the valve being open, a porous body mounted in said valve so as to leave a fuel feeding chamber between it and the bottom of saidl valve and filling the hollow valve to a point adjacent said air -ports and having a portion of reduced diameter projecting towards the open end of the valve.

7. In a carburetor an outer casing having its bottom closed except for a fuel inlet, and air ports in its side walls, a hollow valve to reciprocate in said casing having its bottom closed except for a A-fuel passage and air ports in its'side Walls, the

opposite end of the valve being open, a porous Vbody mounted in said valve so as to leave a fuel feeding chamber between it and the bottom of said valve and lling the hollow valve to a point adjacentsaid air ports and having a portion reduced in steps projecting towards the-open end of the valve.

8. A carburetor comprising an outer casing closed at one end except for a fuel passage and having ports in its sides to admit air, a hollow membermovable relatively to the casing to control said air and fuel, said member being closed at one end, except for a fuel inlet and open at the other, and having similar air ports to register with the first named air ports, the member enclosing a vacuum chamber enlarged as regards said inlet, into which said inlet leads," an element supported by said member adjacent the air ports thereof, and partitioning the vchamber from the remainder of the inside of Vsaid carburetor, a projection von the element extending towards the open end of said member, the projection having one or more passages to permit a restricted quantity of the fuel to pass therethrough, the air ports of the member and the casing being regulated by the relativepositions of the casing and member to permit a variable volurne of air to vflow into the space surrounding said projection, and mechanical connections for imparting relative movement to the'casing and the member. Y

9. A carburetor comprising van outer casing closed at one end except for a fuel passage and having air ports in its sides, a hollow member movable relatively to the casing to control said air and fueLsaid member being closed at one end except for a fuel inlet and having similar air ports to register with the first named airports, and being open at the opposite end, the carburetor containing a relatively large vacuum chamber for the reception of said fuel, an element partitioning said chamber and having a projection extending towards the open end of said member, the projection having one or more passages to permit a quantity of fuel to pass therethrough, the air ports of the memberand thev casing being regulated by the relative positions of the casingand member to permit a variable volume of air to flow into the space surrounding the projection, and mechanical connections for imparting relative movement to the casing and member. l

GUY L. KENNEDY. 

